Submersible barge



Nov. 14, 1967 TAMIRO WATARI SUBMERSIBLE BARGE 4 Sheets-Sheet 1l Filed May 20, 1966 W5.. mi

INVENTOR.

7AM/po WATAR/ Nov. 14, 1967. TAMIRO WATARI 'SUBMERSIBLE BARGE 4 Sheets-Sheet 2 Filed May 20, 1966 INVENTOR. TAM/RO WATAR/ Nov. 14, 1967 TAMIRO WATARI SUBMERSIBLE BARGE 4 Sheefs-Sheet 3 Filed May 20, 1966 A TTU/PA/E-Y Nov. 14, 1967 TAMIRO WATARI SUBMERSIBLE BRGE 4 Sheets-Shet 4 Filed May 20, 1966 United States Patent O 7 claims. (ci. 114-74) This invention relates generally, as indicated, to a submersible barge; and more particularly, but not by way of limitation, to particular fluid distribution and control equipment on board a submersible tow vessel for use in transporting crude oil.

The prior art reveals a few instances of teachings to the general concept lof submarine towage but, prior to this invention, no efiiciently operable devices have been proposed. This invention sets forth a submersible barge for liquid cargo transportation which is functionally sound and includes all equipment on board which is necessary to enable economically feasible submarine hauling.

It was found that transport by submersible barge could be desirable for moving large quantities of crude oil, especially if the same transport route is run at regular intervals. The submerged tow encounters much less resistance during its use than would any of the known types of surface transport barges. The first advantages is that the submerged barge encounters no sea resistance 4from surface turbulence, eg., waves, wind, etc. This detriment can be very great and tends to reduce the maximum tow-speed which can be achieved with surface hauling equipment. The surface barge can be towed at only a few knots even if given good sea conditions, while the submerged barge, as presented herein, can be hauled at speeds up to around sixteen knots. Further, even with this difference in tow speed, the towing force required of the hauling ship is still considerably less in the case of the submerged tow than it would be with a dredge-type barge of comparable size. Thus, the present invention enables a faster tow with less towing force.

The submerged barge concept is also attractive from the cost viewpoint, both in manpower and in maintenance. The submersible vessel of this invention is designed so that no manpower is required at any time during the voyage or when left to await loading or unloading. Also, the vessel ena-bles savings in docking fees since it requires no port facilities while tied up or anchored out. In one planned usage, the unmanned, submersible barge can be fully loaded with cargo and then hauled at standard speed by a fully loaded tanker or cargo ship, as opposed to a sea going tug, to a first port of call. The barge can then be dropped ofi at the first port and the tanker or cargo ship can proceed to another destination with its remaining cargo.

The operation of a submersible barge requires extensive measures which'are characteristic of the type of operation and have not been necessitated in the prior designs and technology of barges. In particular, and that which is the subject of this invention, the storage, handling and control of various fluid substances (eg. air, sea water, crude oil, etc.) in and about the submersible barge constitute a major contribution toward the enabling of an operational device. Exact and easily adjustable ballast and trim require specialized sea water distribution. In a barge of the present type, the handling of the liquid cargo itself is an important consideration since exact volumetric conditions must be adhered to. Then, working in conjunction with both sea water ballast and the liquid cargo, an air supply is provided which has the source, distributing lines and control mechanisms all contained on board the barge.

Further, since this type of barge depends upon exact weight, buoyancy and volumetric distribution for proper operation, the fluid system must be compensatory as to weight and location with the remainder of the barge and its appertinent structure.

The present invention contemplates a submersible tow vessel having installed thereon the necessary fiuid distribution and control equipment for rendering the vessel operational. In a more limited aspect, the invention contemplates a submersible barge having (l) a self-contained compressed air supply for controlled distribution to cargo tanks, ballast tanks and trim tanks, (2) a valving and distribution line controlling the compensation sea water stored in the trim tanks, (3) valving and distribution lines for liquid cargo and sea water as employed in cargo handling, and (4) a superstructure including a watertight, pressure-resistant enclosure for containing and protecting various of the contr-ol equipment.

It is an object of the present invention to provide a submersible lbarge containing the necessary fiuid media and control equipment necessary for its intended operation.

It is another object of this invention to provide an underwater tow vessel which contains a sufficient air supply and control and distribution means for carrying out all of the required pneumatic operations on board the vessel.

It is still another object of the present invention to include a piping and supply system for crude oil and sea water which enable the loading, adjustment and unloading of a submersible barge and also, the ballasting and trimming of the vessel.

It is a further object of the invention to provide equipment for controlling fluid distribution on board a submersible vessel and pressure-resistant, watertight housing structure for protecting the equipment.

Finally, it is an object of the present invention to provide a submersible barge for transporting crude oil wherein all operational access for loading, unloading, ballasting, trimming and maintenance is through a fiuid distribution and control system which is centralized for access in the superstructure.

Other objects and advantages of the invention will be evident from the following detailed description when read in conjunction with the accompanying drawings which illustrate the invention.

In the drawings:

FIG. 1 is a schematic side View of the preferred form of the barge in vertical section;

FIG. 2 is a section taken along line 2 2 of FIG. l;

FIG. 3 is a section taken along line 3 3 of FIG. 1;

FIG. 4 is a section taken along line 4--4 of FiG. l;

FIG. 5 is a section taken along line 5 5 of FIG. l;

FIG. 6 is a top plan view of the preferred form of submersible barge;

FIG. 7 is a schematic diagram of the liquid distribution and control system of the barge; and

FIG. 8 is a schematic diagram of the air distribution and control systern of the barge.

General The invention of this disclosure has, in one instance,

been specifically designed for -use in transporting crude oil in the Mediterranean Sea; however, it should be underacceptable efficiency. Heretofore, the theoretical designs which have been recorded were very basicdisclosures having neither the awareness of the problems to be encountered nor the scope of experimental findings which would enable a solution to the various problems. The design as set forth in this disclosure is the result of wind tunnel and sea tests which have provided the empirical data and hardware knowledge which allow construction of a highly efiicient transport vessel that is capable of moving cargo via the water subsurface at greatly increased speeds.

The submersible barge as disclosed herein has been designed with a specific shape and weight such that the best and most stable operating characteristics are achieved. The craft is balanced and ballasted so that it will have a known function of movement and it will travel in an equilibrium hydrodynamic condition when under tow. That is, that given the proper amount of cargo, and when the craft is then properly ballasted and trimmed, the towed submersible barge will travel in a desired pattern without any necessity for further direct control. The barge can then be controlled to a suliicient degree by the speed of tow and/ or the length of the towline.

When the speed of the tow approaches about nine (9) knots, the barge will start to submerge and will continue to submerge as a function of the speed of tow and/ or the length of the towline. The submergence force is a resultant of (l) drag due to frictional resistance of the hull, (2) lift forces of wings and hull (a depressive force in this case), (3) tension of the towing wire at the connecting point to the barge, and (4) the specific reserved buoyancy of the barge. These same forces act about their respective moment centers and combine to an equilibrium condition of their resultants at a given tow speed, and towline length.

In FIG. 1, the hull or skin 20 of the vessel 10 is shaped as a streamlined body of revolution having a parallel midbody. A ballast keel 21 is formed on the underside of hull 20 and is loaded with solid ballast of that desired weight which is necessary to` secure stability of the barge. The 'barge is designed so that, when fully loaded with cargo and properly ballasted to have a predetermined reserve buoyancy, and when trimmed, the vessel will float at the surface of the water with only the fairwater 22 and a small portion of freeboard extending above the surface. The fairwater 22, a superstructure housing, contains the access space and control equipment for liuid distribution as will be described.

The barge is then taken down to its cruising depth by the force of the forward towing movement as exerted by the tow line 24, a suitable cable. As the vessel 10 approaches about nine (9) knots, the increasing water drag along the bottom of the hull acting with the force of forward tow about the center of the reserve buoyancy, tends to tilt the vessel 10 forward and it submerges. The lift force or depression from bow wings 26 is also instrumental in the accelerating or diving condition and tends to aid the submerging resultants. The vessel 10 will then come to an equilibrium condition at a predetermined depth which is a function of the vessels speed and towing angle (length of towline). A vertical iin 23 and stern wings 25 provide stability to the craft after it reaches the equilibrium condition; that is, the proper depth, speed and attitude for standard speed towing.

The designated volume of the vessel 10, which is a function to be considered relative to the physical size of the vessel and the towing requirements, must be such that a definite desired amount ofbuoyancy results when the vessel 10 is completely loaded. Cargo tanks 27 and 28, after and forward, respectively, are built to be non-pressure-resistant and a central cargo tank is of pressureresistant design. Complete loading is of great importance so that there can be little or no shifting of weight within the vessel 10 at any time when it is underway. Therefore, each of the nonpressure-resistant cargo holds or` tanks 27 and 28 and the pressure-resistant cargo hold or tank 30 must be of a proportionate total volume in order to interact with other buoyancy and gravity forces of the vessel 10 to allow the attaining of equilibrium conditions. Also, the various ballast and trim tanks (to be described) must be of proper volume as dictated by the operational requirements.

A further parameter controlling the size of cargo tanks 27, 28 and 30 is the specific gravity .of the cargo and the mean sea water. The barge must be designed to enable the proper reserve buoyancy, as required by` considerationsof the size and dead weight of the vessel and the chosen towing characteristics (speed, cable-length and depth), when the cargo tanks 27, 28 and 30 are totally filled and the necessary ballast and trimming conditions are met. Further, the volume of the cargo tanks is adjusted to provide a balanceable relationship as follows. On the loaded (cargo) voyage, the three cargo tanks 27, 28 and 30 will be completely filled with crude oil or other liquid cargo of a predetermined specific gravity to thereby adhere to design conditions andenable the proper reserve buoyancy to be imparted to the vessel. On the return voyage, the tank volumes are apportioned so that when the nonpressure-resistant tanks 27 and 28 are completely filled with sea water (having a greater specific gravity) and the pressure-resistant tank 30 is maintained void (filled only with air at substantially atmospheric pressure) the vessel 10 will still have the same buoyancy and will respond to towing in the same manner.

Detailed description of FIGURE 1 The vessel 10 embodies the barge design having compartmentation which adheres to the dimensions and weights referred to in this specification. As previously in-` dicated, the vessel 10 is formed with a hull (skin) 20,`a streamlined body of revolution, and the -appurtenant external stabilizing and controlling members.

The hull 20 is compartmented to provide the three watertight and oiltight cargo holds or tanks 27, 28 and 30. Tank 27 is a nonpressure-resistant cargo tank and is formed by the hull or skin 20, after bulkhead member 32, and forward bulkhead member 34 (double line), and the tank is strengthened by a series of spaced transverse stitfening members 38. The forward nonpressure-resistant cargo tank 28 is formed by hull 20, supported and strengthened by transverse web members 38, and bulkheads 40 and 42 (double line), fore and aft respectively. The spaces 36 and 44 in the interior, upper corners of cargo tanks 27 and 28, respectively, contain the expansion and collection tanks as will be later described.

The midships cargo tank 30 is pressure-resistant (shown as a double line) as formed in hull 20 between the transverse bulkheads 34 and 42 and above a deckplate 46. The pressure-resistant tank 30 is airtight and it is strengthened ,by a plurality of transverse web members 48 which also extend below and serve to minimize ballast motion in the underlying auxiliary tank 50 as will be shown in connection with FIG. 3. The main longitudinale 51 and 53 support the transverse members 38 in the cargo tank spaces 27 and 28. s

Ballast tanks are located fore, aft and amidships in the vessel 10 and each tanks capacity is designed in keeping with the overall size and buoyancy which is necessary to enable the desired tow characteristics. The forward main ballast tank S2 (also see FIG. 2) is formed in the hull 20 between transverse bulkhead members 40 and 54 and a deckplate 56. A longitudinal member 58 serves to strengthen the tank. Beneath the deckplate 56 is the forward trim tank 60, a pressure-resistant space (double line) as bounded by hull 20, deckplate 56 and the lower portions of bulkheads 40 and 54. A'longitudinal web 62 serves as a strengthener.

Referring again to FIG. 2, there is shown a section along lines 2 2 of FIG. l which shows the cross-sectional configuration of ballast tank 52 and the pressure-resistant forward trim tank 60. The side portions 64 of deckplate 56 are bent downwardly and welded to the skin or hull 22 to thereby define the trim tank 60 as an airtight, pressureresistant enclosure. Flood holes 66 are provided on each side of the hull 20 at the lower sides (port and starboard) of the main ballast tank 52. The holes serve for entry and exit of sea water during the ballast o-oding and ballast blowing control functions. The trim tank capacity is controlled by dockside pumping facilities and, therefore, no provision is necessary for ood control.

An auxiliary or midships trim tank 50 is provided beneath the pressure-resistant cargo tank 30 and centered on the ballast keel 21. FIG. 3 shows the midships tanks in cross-section as taken at 3 3 of FIG. 1. The hull 20 and transverse webs 48 define the pressure-resistant (double line) shell with the bent deckplate 46 forming an oiltight separation between cargo tank 30 and midships trim tank 50. A longitudinal stiiiener 68 is placed in the center .of trim tank 50 and is provided with holes 70 (see FIG. 1) for water passage between the port and starboard sections of the tank.

The after main ballast tank 72 and after trim tank 74 are formed by the transverse bulkhead 32 and 76, the hull 20 and the reinforced deckplate 78. The after trim tank 74 is also made pressure resistant; hence, it should be apparent that any interior space which may be rendered lled or partially filled with air or void during submerged voyage conditions is formed to be airtight and pressure-resistant up to the largest rated operating pressures plus a precentage for safety factor. In a typical case, the rating has been specied as the pressure at sixty (60) meters of sea depth. FIG. 4 shows the after tanks in section as taken at lines 4-4 of FIG. l. The after main ballast tank '72 is provided with transverse webs 80 to support the outer skin or hull 20. Flood holes 82 are provided on the port and starboard lower sides of ballast tank 72 for sea water contr-ol, i.e., flooding and `blowing of the ballast tanks. Suitable longitudinal stiffeners 84 are provided to reinforce the ballast enclosure. The downwardly bent deckplate 78, of pressure-resistant construction, separates off the volume of the after trim tank 74. A longitudinal member 86 having water passage holes 83 (FIG. 1) supports and strengthens along the center line of the trim tank 74.

Spaces 36 and 44 near the middle of the vessel (FIG. 1) each comprise a pair of tanks, a collection and an expansion tank, which are contained in and work in conjunction With the respective nonpressure-resistant cargo tanks 27 and 28. In the stability equation for the vessel, the volume of spaces 36 and 44 must each be considered as part of the volume of their respective cargo tanks 27 and 28, since each respective pair is in liquid communication. Actually, 'm each set of tanks, the expansion tank volume may constitute four percent of the volume of its respective nonpressure-resistant cargo tank, and the associated collection tank may amount to about three percent of the volume of the same cargo tank, The after space 36 is formed between the hull 20, bulkhead 34, a vertical transverse plate 90 and the horizontal plate 92 within the after cargo tank 27. In the forward cargo 28, the hull 20, bulkhead 42, vertical plate 93 and horizontal plate 94 form a similar enclosure. The expansion and collection tanks are compartmented within the spaces 36 and 44 as shown in FIGS. 5 and 6.

The expansion and collection tanks are arranged in sideby side relationship as shown in FIG. 5, a section from lines 5-5 of FIG. 1 through the forward cargo tank 28. The hull 20 is braced by a transverse stiffening member 94, a horizontal plate, which also serves as the lower panel of expansion tank 96 and collection tank 98. A vertical panel member 100 completes the bounds of the expansion tank 96 so that it is watertight from both the cargo tank 28 and the collection tank 98 with the exception of a pipe 102 which opens at the top-most part of the expansion tank 96 and extends down to the bottom of cargo tank 28. A suitable strainer or rosebox 104 is placed on the bottom end of pipe 102. The collection tank is bounded 6 by hull 20, transverse plate 94 and a rising panel 106 which is open at the top. The collection tank 98 is in direct liquid communication with the cargo tank 28 through the space above panel 106, the space between panels 106 and 100, and suitable openings at point 108 in the transverse plate 94.

A flow direction panel 110 is aixed at the top of hull 20 and placed parallel to the rising panel 106 within the tank 98 to extend down into proximity with the plate 94. Thus, panels 106 and 110 form a 110W trap for liquids owing between the collection tank 98 and the cargo tank 28 such that, effectively, liquid communication is between the topmost region of cargo tank 28 and the bottom of collection tank 98.

A bidirectional ow line 112, for hook up to dockside facilities, communicates through a stop-valve 114 to an opening 116 at the top of the collection tank 98 and serves as the cargo ow line for either loading or unloading, as will be explained later. A second coupler line 118, controlled by a stop-valve 120, extends down to a bell mouth suction head 122 which is placed near the bottom panel 94 of the expansion tank 96. The line 118 is a sea water line and is also bidirectional depending upon the phase of operation, i.e., loading or unloading of the liquid cargo. The valves and control access are disposed within the fair- Water 22 as illustrated. Reference to FIG. 6 will reveal the manner in which the after expansion and collection tanks 124 and 125, respectively, are situated in the cargoV tank 27. The tanks 124 and 12S are constructed in the same manner as tanks 96 and 98.

The expansion and collection tanks nd their yirst function in the cargo loading and unloading process as will be described in the operation section of the specification. Then, when the vessel is loaded and underway, each expansion tank supplies a reservoir where, in the event of a degree of expansion in the bulk of the liquid cargo, due to temperature change, etc., the pressure is relieved by forcing the liquid cargo into the expansion tank with the consequent displacement of sea water to the exterior. Hence, the pressures are equalized and no cargo is lost into the surrounding sea.

Referring again to FIG. 1, the bow and stern comprise non-watertight compartments 126 `and 12S. Each of these compartments is formed by the hull 20 and bulkheads 54 and 76 and each has suitable structural strengthening members, transverse, and longitudinal, which is characteristic of the design type.

The bow Wings 26 and stern wing 25 are each suitably mounted on the hull and provided with adjusting mechanism (FIGS. 1 and 6). The adjusting mechanism may be a suitable manually controlled hydraulic device since the wing adjustments are made in port, before towing is underway, for the entire voyage. Each bow wing 26 has a connecting linkage 130 of conventional design which extends through cargo tank 28 and hull 20 to a space in the fairwater 22 wherein the adjustment mechanism 132 is located. Each stern wing 25 is controllable through a similar linkage 134 from an adjusting mechanism 136, located high up in the vertical lin 23. The location of the adjusting mechanism 136 is easily accessible when the vessel 10 is at rest in a port or mooring facility. After the wing members 25 and 26 have been set, previous to getting underway, they may be left at that setting for the entire voyage or voyages.

The vessel 10 requires extensive piping, valving, etc., for enabling control of liquid cargo as will be described in the next section. The fairwater 22 encloses the numerous pipes, valves, etc., as well as the necessary air pressure sources 140. This is a figurative showing (FIG. 1) and actually a bank of many of such compressed air containers is secured in the fairwater 22 (see FIG. 6).

Also contained in the fairwater 22 is a pressure-resistant enclosure 142 which houses and protects all of the pressure or moisture sensitive equipment on board the vessel 10. The enclosure 142 is divided into three spaces. Space 7 or section 144 contains all of the batteries on board the vessel; space 146 contains the radio equipment; and space 148 contains the electromagnetic valves `and pressure reducers (as will be described) which are actuable to carry out various functions on board the vessel 10.

It is contemplated to provide several different types of radio gear; such as, a beacon or homing transmitter to provide surfaceindication, andk telemetery indicators for sea water information, oil level, etc. But, in particular, the space 146 would contain suitable VHF remote control radio equipment for executing operational functions of the vessel 10. A suitable antenna 149 in conventional submarine mounting is located on the fairwater 22 and connected to apply received signals to the radio control equipment in space 146. kThese would be command signals from the mother ship (usually) to effect remote control of either the ballast blow-oit` or the towline release functions on board the vessel.

The remote control equipment in space 146 would be of conventional design and well-known in the art. Upon receipt of the proper command signal, the remote control receiver will actuate the proper electromagnetic valves, enclosed in space 148, to carry out the functions of (1) blowing olf ballast, or (2) actuating conventional explosive or mechanical means to release the towline ,24. FIG. 8 shows the towing device for securing the tow line 24 in block form and it will be further described in connection therewith.

A second switch means, a safety measure, is also provided on board vessel 10 for the purpose of blowing off all ballast when the barge goes too deep. This may be occasioned by an inordinate change in the specic gravity of the sea water. A conventional pressure-responsive switch is set to actuate at a certain depth, approaching the structural rating depth of the vessel, to energize relays in space 148 and blow off all ballast. This depth is usually set between fifty (50) and sixty (60) meters, depending upon the usage and area of operation.

Manholes 150 (FIGS. 1 and 6) are provided throughout the vessel for cleaning and access. Also, ladders and steps (not shown) are present in all interior spaces. The necessary mooring and handling facilities are located on the fairwater 22. Bollards 152 and closed fair leaders 154 provide fore and aft mooring devices, and it should be understood that other devices for springline, or whatever mooring configuration, can be attached. A towing eye 156 is provided on the upper bow portion of the hull to receive the towline 24. This is a towing point which can give goodresults, but it should be stated that the point of tow can be anywhere from the exact bow point or center on back to about the beginning of fairwater-22, as long as the proper adjustment is made for the inclination of bow wings 26.

FIG. 6, a top view of the vessel 10, shows several of the features to better advantage. In the fairwater 22, the compressed air containers 140 are aligned in parallel banks. Other suitable valving and pneumatic control devices (as shown in FIGS. 7 and 8 and to be described) would be located in the fairwater 22. In particular, any electromagnetic valve deviceswhich are employed for control in the fluid system will be located in compartment 148 within the pressure-resistant space 142. Also, in the shell of pressure-resistant space 142, suitablewatertight venting means 158 are provided for the compartments 144 and 146 which contain the batteries and radio control gear, respectively.

Description of the fluid system|` The fluid distribution and control system is shown in the two separate FIGURES 7 and 8 which are divided as to air and liquid handling. Referring rst to FIG. 7, there is shown a schematic illustration of the liquid supply and control system for the entire vessel 10. In this eX- planation crude oil will be referred to as the liquid cargo, since this is a proven usage and the particular uid han- 8 dling equipment has been designed as to size-and ruggedness requirements with those functions in mind. The fairwater 22 is shown by the dash-dot line and contains all necessary valving and access space.

The` crude oil line consists of a spool connector 160, preferably twelve-inch, for receiving a distribution line from a dockside facility. The spool piece connects to a main sluice valve 162 which controls liquid flow in the crude oil or cargo distribution line 164. Two branches of the cargo line, lines 112 (referred to in FIG. 5) and 168, which are respectively controlled by secondary sluice valves 114 and 172, lead into the topmost region in the collection tanks 98 and 125 of the respective fore and aft cargo tanks 28 and 27. A third outlet for the cargo distribution line 164 is fed through a line 174 and valve 176 to the bottom of the pressure-resistant, midships cargo tank 30. The branch `cargo line 174 is terminated with a suitable suction head 178.

A sea water replacing line` is fed through the spool piece 180, also preferably twelve-inch, and adapted for connection to some form of sea water source or depository, depending upon whether the loading or unloading phase of the operation is in progress. The spool piece 180 leads through a main sluice valve 182 to a sca water replacing line 184 and then via branch lines 118 (as shown in FIG. 5) and 188 and respective secondary sluice valves 120 and 192 to the bottom of the forward expansion tank 96 and after expansion tank 12,4, respectively. Each of the branch sea water replacementlines 118 and 188 are terminated with suitable suction heads 122 and 196 in the bottom of their respective expansion tanks 96 and 124, Replacing.

sea water is also directed to flow between the top of expansion tanks 96 and 124 to the bottom of the respective nonprcssure-resistant cargo tanks 28 and 27. The conduits 102 and 200, terminated with rosebox strainers 104 and 204, perform this function.

Compensating sea water (for trimming) is applied through spool connections 206 and 208 for application in the trim tanks 60, 50 and 74. The spool connections 206 and 208 may be six-inch fittings andy are yconnected to a suitable dock-side supply and depository. For example, one line, at spool 206 may supply sea water on board the vessel 10 while the other line connected to spool 208 can pump sea Water off.

Each ofthe compensating sea water connections (spools 206 and 208) are connected through main stop valves 210 and 212 to the compensating sea water lines 214 and 216, one line for replenishment and one for removal. The main lines 214 and 216 are each branched through three respec- .tive pairs of stop valves, a rst pair 218 and 220 forward,

a pair of valves 222 and 224 amidships, and valves 226 and 228 located aft. These stop valves -control the direction of flow of compensating sea water through the compensating sea water conduits 230, 232 and 234. Each of the conduits 230, 232 and 234 communicates With the bottom of the respective trim tanks 60, 50 and 74 where they are terminated in rosebox suction heads 236, 238 and 240. Hence, with two-directional ow present at spool connections 206 and 208, and with proper setting of the main and secondary control'valves (210, 212, 218, 220, 222, 224, 226, land 228), the ow of ycompensating sea Water through the conduits 230, 232 and 234 can be adjusted to ll or evacuate water in the respective trim tanks.

The vent system for the vessel 10 is shown by the dotted line conduits. Each of the cargo carrying tanks 28, 30 and 27, including the expansion tanks 96 and 124 andthe collection tanks 98 and 125, are provided with a conduit allowing fume escape during the loading and unloading phases of operation. The vent lines 242 are led in parallel to a main vent valve 244, a stop valve, and then via the upper vent line 246 to a dame-arresting weatherhead 248.

The air distribution and control system of the vessel 10 is shown in FIG. 8. The dash-dot line denotes the schematic boundaries of the equipment as contained in fairwater 22. The double dash-dot line denotes the pressure-resistant compartment 148 which is located in the fairwater 22 and adapted to contain the electromagnetic air valves to be described.

The air supply for barge operation is contained in the multiple of compressed air cylinders 140 and the cylinder 250. The cylinders 140 may, for example, each contain 405 liters of air at 225 kg./cm.2 and the single cylinder 250 may contain 100 liters of air at 225 kg./cm.2. The cylinders 140 are arranged in three banks of siX cylinders each, as shown, and the air supply is further paralleled through the air lines 252, 254 and 256 through respective stop valves 258, 260 and 262 to a main air line 264. The single cylinder 250 supply is led directly through a stop valve 266 to the main line 268.

The air supply can be periodically replenished through the connection 270 which serves to direct a suitable dockside source of air into the tanks. In so doing, the stop valves 258, 260, 262 and 266 are closed and recharge valves 271, 272, 274, 276 and 278 are opened to allow a sufficient recharge of air pressure to be applied. The recharge pressure should be a dockside source of air at 225 kg./crn.2 and conventional filters and fittings (not shown) will be attendant in accordance with the particular equipment.

High pressure air is supplied from the source supplied by cylinder 250 to vent or Hood ballast and for the purpose of actuating a pneumatically released towing device. Air from cylinder 250 is passed through stop valve 266 and air line 268 to a pressure reducer valve 280 which applies air at 100 kg./cm.2 to the Vent actuator value 282. The vent actuator valve 282 is electromagnetic and may be actuated manually, or upon remote control energization, to allow high pressure air to flow through the air line 284 and the fore and aft branches 286 and 288 to the Vent valves 290 and 292 located on the top shell of the respective fore and aft ballast tanks 52 and 72.. The vent valves 290 and 292 operate upon pneumatic urging to allow the escape of air within the ballast tanks 52 and '72, with subsequent in-rush of water through the fiood holes 66 and 82, to completely flood the ballast tanks.

A branch line 294, containing the high pressure air, is similarly controlled by the tow decouple valve 296. This is also an electromagnetic valve and upon energization it will allow high pressure air through the line 298 to actuate the towing device 300 such that it will release the towline 24. The usual manner of actuation is by receipt of a radio signal from the mother ship, whereupon the electromagnetic valve 296 is actuated and the applied air pressure then operates conventional pneumatic or eX- plosive mechanism to release the towline 24.

Medium pressure air is supplied from the banks of cylinders 140 for the purpose of blowing off all ballast. The banks of cylinders 140 provide air through valves 258, 260, and 262 to the main line 264 which leads to a pressure reducing valve 302. The pressure reducing valve 302 allows air at 30 kg./cm.2 through line 304 to a main blow valve 306, and then on line 308 where it is branched to the two secondary valves 310 and 312. The secondary valve 310 admits air to line 314 and the blowing port 316 located in the top panel of the forward ballast tank 52. In like manner, secondary valve 312 admits pressurized air to line 318 and finally to the after blowing port 320 on the stern ballast tank 72.

The main blow and secondary blow valves 306, 310 and 312 are electromagnetic and are actuated either by remote control radio signals from the mother ship or by a safety pressure switch 313. As previously stated, the radio equipment is of conventional design and may be any of many suitable designs so long as it enables a particular diversity of control; that is, selection as to actuating different pairs of three, or all three, electromagnetic valves. When main blow valve 306 and secondary valve 310 are actuated simultaneously, medium pressure air is supplied through line 314 and blowing port 316 to evacuate all ballast from forward ballast tank 52 through its ood holes 66. After blow-off, the ballast tank is maintained filled with air above the fiood level. Actuation of the secondary valve 312 will initiate a similar function in after ballast tank 72. In the event of submergence below a preset depth, the pressure responsive switch 313, as connected by conductor 317, will also actuate each of the main and secondary blow valves 306, 310 and 312 to blow off all ballast.

Low pressure air is also supplied from the source comprising the banks of cylinders for booster air power during the phase of operation (usually off-loading) wherein liquid is suctioned out of the trim tanks and main pressure-resistant cargo tank. Referring briefly to FIG. 7, when sea water is being withdrawn from the trim tanks via suctioning conduits 230, 232 and 234 and, similarly, when crude oil is being withdrawn through cargo line 174, the use of booster air is required and it is supplied as follows.

As was previously described, air from cylinders 140 is conducted through valves 258, 260 and 262 and then via main line 264 to the pressure reducing valve 302. The reduced pressure of 30 lig/cm.2 is then passed to a second pressure reducing valve 322 which allows air at 1.5 kg./cm.2 on line 324 to a stop valve 326. The stop valve 326 is the main supply valve regulating the presence of air pressure in a distribution line 328 which supplies low pressure booster air to all trim tanks and the main cargo tank 30 in accordance with the individual settings of distribution valves 330, 332, 334 and 336. The valve 330 adjusts booster air on line 338 to the top of the forward trim tank 60. Similarly, valves 332 and 334 supply booster air to lines 340 and 342 and finally to the midships and after trim tanks 50 and 74, respectively. The stop valve 336 supplies booster air through line 344 to the uppermost area of the pressure-resistant cargo tank 39.

Valves 346, 348 and 350 are stop valves fitted for relief action. That is, each valve is situated in communication with the respective tanks such that during tank filling operations they can be opened up to prevent pressure buildup. This pressure relief provision is only necessary in the trim tanks and main cargo tank 30 since each of these spaces is constructed to be air-tight and pressureresistant.

Operation For description of the operation it will be assumed that the Vessel 10 is unloaded and awaiting loading in a source port. It will also be assumed that the liquid cargo is crude oil. The loading of cargo entails either pumping or gravity ll of crude oil from dockside storage into the three cargo tanks, the fore and aft nonpressure-rcsistant tanks 28 and 27, respectively, and the pressure-resistant midships tank 30. In the cargo unloaded condition, the nonpressure-resistant tanks may or may not be filled with sea water, depending upon the prior operation. In this explanation it is assumed that they are filled with sea -Water as when just returning from a deadhead voyage.

Referring to FIG. 7, the crude oil from a dockside source is applied at spool connection as controlled by sluice valve 162 to the main cargo line 164. The secondary valves 114, 172 and 176 are then opened to allow crude oil ow into the respective cargo tanks. The crude oil lines 112 and 168 fiow into the collection tanks 98 and 125 of their respective nonpressure-resistant cargo tanks 28 and 27, and the crude oil line 174 flows directly into the pressure-resistant cargo tank 30. Simultaneously with this fiow, sea water is pumped out of the nonpressure-resistant tanks via the spool connection and sluice valve 182. The sea water flow is directed from the bottom of each expansion tank 96 and 124 by means of the suction heads 122 and 196, the sea water lines 118 and 188 and the respective secondary control valves 120 and 192 to the spool connection 180 and dockside.

Hence, it is apparent that in the filling operation of the nonpressure-resistant tanks 28 and 27, the crude oil and sea water are simultaneously handled as two immiscible layers of liquid with the lighter crude oil seeking the uppper extremities within the system. As crude oil is pumped into the collection tanks 98 and 125 it displaces the sea water downward until the collection tanks are filled with crude oil, and then it continues to displace the sea water or downward in the cargo tanks (28 and 27 respectively). The displaced sea water is continually suctioned up through the pipes 102 and 200 into the expansion tanks 96 and 124 and, then again, sea water is suctioned from the bottom of the expansion tanks 96 and 124 via pipes 118 and 188.

When a small amount of crude oil is detected, by some suitable means, to have entered the expansion tanks 96 and 124, the loading of the cargo tanks 28 and 27 is completed. This then leaves the collection tanks 98 and 125 and the cargo tanks 28 and 27 completely lled with crude oil and the expansion tanks 96 and 124 lled partially with crude oil but mainly with a volume of sea water. This volume of sea water should bean amount which is sufcient for cargo expansion requirements While underway; that is, should the barge cross atemperature gradient in the Water and cause a change in the volume of the crude oil, the cargo tank pressure can be relieved `into the top of the expansion tank, expelling sea water from the bottom of the expansion tank, and no crude oil is lost to the surrounding sea.

The filling of the midships, pressure-resistant cargo tank 30 requires no replacement sea water handling since it is a void space when the barge is unloaded. The crude oil is directed from distribution line 164 through a secondary valve 176 and line 174 directly into the cargo tank 30. The line 174 is led to the bottom of cargo tank 30 and terminated in a suction head 178. Suction head 178 is necessary since the off-loading will require suction alone with no application of sea water to float the crude oil out of the tank.

After the loading operation has been secured it is next necessary to ballast and trim the ybarge for underwater travel. Referring to FIG. 8, the vessel is ballasted by energizing the Vent actuator valve 282 which applies high pressure air on line 284 and then to the fore and aft branches 286 and 288 which are led to the pneumatic vent valves 290 and 292. The vent valve actuation allows escape of all air within the ballast tanks 52 and 72, fore and aft respectively, with the consequent `in-rush of seawater through the flood holes 66-and 82 to flood the ballast tanks. Once the ballast tanks are flooded, the vent valves are closed and the barge is ballasted roughly to the proper proportions.

Next it is necessary to trimthe ballast as to balance t and degree by the regulation of compensating sea water in the trim tanks 60,' 74 and 50, fore, aft and amidships respectively. FIG. 7 includes the piping and control necessary for trim regulation. The spools 206 and 208 provide an input and anoutput supply line for connection to a source of sea water. This is preferably made available at the port installation and should have a suitable flowmetering device such that accurate regulation of the amount of sea water applied to the trim tanks can be maintained.

Each of the input and output sea water lines is paralleled to the respective trim tanks through secondary valve control devices. That is, for example, valves` 218, .222 and 226 would function in one phase of the filling operation to allow sea water passage in, and valves 220, 224 and 228 would function in the opposite manner to withdraw sea water from the trim tanks. Alternation of both input and withdrawal may be necessary in making the final, exact ballast trimming regulation. With proper control effected by `means of the series of valves in fairwater 22, the compensating sea water is led into the bottom of the respective trim tanks 60, 50 and 74 by the sea water lines 230, 232 and 234.

.Booster air at relatively low pressure, 1.5 kg./cm.2,

is supplied to the top of each of the trim tanks to facilitate the trim tank emptying operation. Since the compensating seawater must be suctioned from the bottom of the trim tanks, the booster air is necessary to enable the sea Water to be drawn upward efficiently for the required distance. In FIG. 8, this is shown by the dash lines which indicate air lines 338, 340, and 342 connecting into the top of each trim tank. These air lines supply the requisite booster air pressure as controlled by the individual valves 330, 332 and 334, respectively, from the main valve 326 and the pressure reducer 322. Also, when sea Watery is being pumped into one or more of the trim tanks, the proper ones of the air valves 330, 332 and 334 will be closed off and one or more of the valves 346, 348 and 350 will be alternately opened to allow venting of the air which may be trapped in the trim tanks.

The venting system comprising the flame-arresting head 248', line 246, valve 244 and the branched vent lines 242 provide `an escape passage for any fumes which may build up in the various cargo spaces. The vent system is closed o and secured when underway since the spaces are all maintained full of cargo anyway and the necessary pressure relief may be had through the expansion tank system.

When underway, radio control functions are provided to enable easiest handling and maneuverability of thecraft. Radio control is used to blow off all ballast upon receipt of a command signal from the mother ship. Also, in the event that the barge should approach its maximum rated depth, a conventional pressure-responsive switch device 313 is located on board the vessel and also serves to initiate blowing olf of all ballast. Further provided radio signalling equipment enables actuation of a pneumatic towline release mechanism in the towing device 300 (see FIG. 8).

When nearing the end of the voyage and approaching` the channel to the receiving port, the mother ship reduces f speed to below about nine (9) knots and the barge rises to travel at the surface of the water. At this time, a radio control contact between the mother ship and the barge is made to blow-off the barge ballast and thereby raise the barge still further out of the water. The barge is then maneuvered in to a port faclity for unloading or storage of the cargo.

The ballast blow-olf is accomplished by actuation of two or more electromagnetic valves, i.e., the main blow valve 306 and one or both of the secondary valves 310 and 312 (See FIG. 8). The electromagnetic valves are located in the watertight, pressure-resistant compartment,

148 and upon actuation apply pressurized air from the reducing valve 302throughr the main valve 306, secondary valves 310 and 312, and air lines 314 and 318 to the blowing ports 316 and 320 of the fore and aft ballast tanks, 52 and 72 respectively. The air pressure is sufcient to blow all of the ballast sea water out through the ood holes 66 and 82 and maintain the tanks filled with air. The airsource, compressed air tanks 140,has a volume suicient to allow at least three complete ballast blow-off operations before recharging with air. This allows a considerable safety factor since the air source will probably be recharged as a matter of routine servicing each time the barge is in port.

Cargo unloading, is merely the reverse of the loading operation. See FIG. 7. The spool connection is tted to a crude. oil line and spool is connected to a replacement sea water line. The necessary valve adjustments are made to allow sea water to be pumped in through valve 182 and crude oil to be pumped outthrough valve 162.v

No sea Water is allowed in the midships cargo tank 30. In order to supply booster powerto the suctioning of crude oil up through head 178 and pipe 174 to the shore installation, low pressure compressed air is supplied to the top of cargo tank .30.This is shown in FIG. 8 as the dash line 344 supplied from valves 336 and 326 and the pressure reducer 322,

In the nonpressure-resistant tanks 27 and 28 the sea water, entering through valves 182, and secondary valves 120 and 192, goes to the bottom of the expansion tank and then to the bottom of lthe main cargo tanks 27 and 28 such that the crude oil is continually iioated to seek a highest position relative to the sea Water. Hence, crude oil is continually forced up into the collection tanks 9S and 125 whereupon it is pumped out via the pipes 112 and 168 through valves 170, 172 and 162 to the shore facility. Upon detection of sea water in the upper region of the collection tanks 98 and 125, the unloading operation may be terminated. It is usually provided that a sludge tank will be located at the shore facility to obtain the final, drained crude oil which will contain some irnpurity and sea water.

When the crude oil has been completely off-loaded at the receiving port, the necessary stop and sluice valves may be actuated in fairwater 22 which will (i) secure the pressure-resistant cargo space 30 and maintain it airtight and void, and (ii) secu-re the nonpressure-resistant cargo spaces 27 and 28 and maintain them filled with sea water. The barge is then in the condition for return or non-cargo towage and may be reballasted and trimmed for getting underway, The reballasting and trimming operations for the return voyage are carried out by the same manner of control as previously described, and when the vessel is secured for return towage it will have the same Weight distribution and buoyancy as in the cargo loaded condition.

This specification sets forth a submersible barge having a novel fluid distribution and control system. The barge comprises a superstructure or fairwater section which houses and provides access to all iiuid control equipment which is necessary for performing the various operations of the barge. A more than ample reservoir of air is contained within the fairwater of the barge, and various pressure reducing, distribution and pressure control devices are integrated into the system to allow complete auto-control of all maneuvers and adjustments requiring air pressure. Further, the barge contains the necessary distribution and control equipment for the handling of liquid cargo, replacing sea water, and compensating sea water, and, in instances requiring coordinative use of sea water `and air pressure, the necessary control measures are installed to enable the carrying out of these functions. Therefore, the specification describes a novel unmanned submersible barge and fluid distribution and control system which has the capability of cargo handling control, ballast control and trimming control, and which is capable of fast, reliable underwater cargo transportation while allowing a maximum of control access and eiciency,

Changes may be made in the combination and `arrangement of elements as heretofore set forth in this specification and shown in the drawings; it being understood, that changes may be made in the embodiment disclosed without departing from the spirit and scope of the invention as defined in the following claims.

What is claimed is:

1. A submersible barge for transporting liquid cargo and having a fluid distribution and control system comprising:

a hull member;

pressure-resistant cargo space compartmented amidships in said hull;

nonpressure-resistant cargo tanks compartmented fore and aft in said hull;

ballast tanks located fore and aft in said hull;

trim tanks located fore, aft and amidships in said hull;

a fairwater superstructure disposed on said hull;

first means in said fairwater for connecting and controlling the iiow of liquid cargo to and from the cargo space;

second means in said fairwater for connecting and controlling the ilow of sea water to and from the nonpressure-resistant cargo tanks, oppositely to the flow of said liquid cargo; third means in said fairwater for connecting and controlling the flow of sea water to and from the trim tanks; and fourth means in said fairwater for connecting and controlling the flow of air under pressure to said ballast tanks, said trim tanks and said pressure-resistant cargo space. 2. A submersible barge as set forth in claim 1 which is further characterized to include:

means which are manually actuable to provide pressure relief of all cargo spaces and all trim tanks. 3. A submersible barge as set forth in claim 1 wherein said first means connecting and controlling the ow of liquid cargo comprises:

conduit means for connection with a dockside supply line in the fairwater and leading down to the respective cargo tanks; and valve means for controlling each of said conduit means. 4. A submersible barge as set forth in claim 1 wherein said first and second means comprise:

first conduit means in the fairwater for connection with a liquid cargo distribution line and leading to the cargo space; first valve means in the fairwater controlling the flow of liquid cargo tothe cargo space; second conduit means in the fairwater for connection with a sea water distribution line and leading to the respective nonpressure-resistant cargo tanks; and second valve means in the fairwater controlling the fow of the sea water to the respective nonpressureresistant cargo tanks; whereby the ilow of liquid cargo to and from all cargo tanks can be effected and, simultaneously but oppositely, sea water is led to and from the nonpressureresistant cargo tanks. 5. A submersible barge as set forth in claim 4 wherein: said fourth means connects yand controls air for application to the top of the pressure-resistant cargo tank during withdrawal of liquid cargo from the bottom of said pressure-resistant cargo tank. 6. A submersible barge as set forth in claim 1 wherein said third means comprises:

conduit means in the fairwater for receiving sea water and leading to the fore, aft and midships trim tanks; and valve means in the fairwater for individually controlling the iiow of sea water to and from the respective trim tanks. 7. A submersible barge as set forth in claim 1 wherein said fourth means comprises:

a source of compressed air in the fairwater; means connected to the source for Ireducing the air pressure to a medium pressure and -a low pressure; means connecting medium pressure air from the reducing means to the ballast tanks; means connecting low pressure air from the reducing means to each of the -trim tanks and the pressureresistant cargo space; and valve means enabling individual control of each of said means leading from the pressure reducing means.

References Cited UNITED STATES PATENTS MILTON BUCHLER, Primary Examiner.

T. M. BLIX, Examiner. 

1. A SUBMERSIBLE BARGE FOR TRANSPORTING LIQUID CARGO AND HAVING A FLUID DISTRIBUTING AND CONTROL SYSTEM COMPRISING: A HULL MEMBER; PRESSURE-RESISTANT CARGO SPACE COMPARTMENTED AMIDSHIPS IN SAID HULL; NONPRESSURE-RESISTANT CARGO TANKS COMPARTMENTED FORE AND AFT IN SAID HULL; BALLAST TANKS LOCATED FORE AND AFT IN SAID HULL; TRIM TANKS LOCATED FORE, AFT AND AMIDSHIPS IN SAID HULL; A FAIRWATER SUPERSTRUCTURE DISPOSED ON SAID HULL; FIRST MEANS IN SAID FAIRWATER FOR CONNECTING AND CONTROLLING THE FLOW OF LIQUID CARGO TO AND FROM THE CARGO SPACE; SECOND MEANS IN SAID FAIRWATER OF CONNECTING AND CONTROLLING THE FLOW OF SEA WATER TO AND FROM THE NONPRESSURE-RESISTANT CARGO TANKS, OPPOSITELY TO THE FLOW OF SAID LIQUID CARGO; THIRD MEANS IN SAID FAIRWATER FOR CONNECTING SAID CONTROLLING THE FLOW OF SEA WATER TO AND FROM THE TRIM TANKS; AND FOURTH MEANS IN SAID FAIRWATER FOR CONNECTING AND CONTROLLING THE FLOW OF AIR UNDER PRESSURE TO SAID BALLAST TANKS, SAID TRIM TANKS AND SAID PRESSURE-RESISTANT CARGO SPACE. 